Engines and Men/Chapter 8
Chapter VIII
I can well imagine a few of the oldest members thinking to themselves as they read the last chapter, "But you have forgotten the Hexthorpe Trial." No, it is not forgotten, it is only deferred. To gather up the history of the Society is like gathering up a thousand threads to be woven together, and some little classifying into sections is needed. The Hexthorpe disaster, and the subsequent trial at York Assizes of Brothers Taylor and Davies, the driver and fireman, on a charge of manslaughter, was really an outstanding event in the history of the Society. This fatal collision on the M.S & L. followed hard upon the Midland strike in that famous Jubilee year 1887, and it would never have happened if the continuous automatic brake system had been in operation. The defence of the two members was in the care of Messrs. Ford & Warren, who found themselves facing all the custom and prejudice which had proved so hard upon drivers in similar accidents m the earlier history of railways. The defence was successful, for Taylor and Davies were acquitted of that serious charge, and the news of it came as an intense joy and relief to members all over the country. Over two thousand of them signed a letter of appreciation and thanks to the solicitors for their very notable victory on behalf of all enginemen. The trial and defence cost the Society over £295, but, said the next annual report, "We feel we have been amply repaid, for we secured the acquittal of our members, and a large influx of members has been our reward. The books show an increase of 474 members, in addition to seven new branches opened in the year."
The following letter was addressed by the Society to Mr. W. Warren, the solicitor in charge of the case, after the close of the trial:—
17, Mill Hill Chambers,
Leeds,
January 14th, 1888.
Sir,
I am requested by nearly two thousand members of our Society, belonging to the branches appended, to express to you and the other legal and professional gentlemen engaged in the defence of Taylor and Davies, in connection with the Hexthorpe trial, their high appreciation of your distinguished abilities in bringing about such gratifying results, and trust that you will kindly convey the same.
I remain, on behalf of the members of Liverpool, Stockport, Leeds, Plymouth, York, Sheffield, Mexborough, Lincoln, Llanelly, Bristol, Neath, Cardiff, Exeter, Pontypool, Nottingham, Newport, Peterborough, Oxford, London, Wolverhampton, Retford, Gloucester, Birmingham, Manchester, Grimsby, and Bradford,
Yours respectfully,
T. G. Sunter,
General Secretary.
The whole body of drivers and firemen of the Manchester, Sheffield & Lincolnshire Railway Company also subscribed a letter to the solicitor, saying:—
"We no sooner saw them put in fetters than one and all we rushed to their relief, and at once sought your powerful aid to release them, and fortunate indeed were we to find that your able services were at our disposal. We are proud to congratulate you upon the valiant manner in which you conducted them through the ordeal through which they had to pass, and brought them out scatheless, and by so doing brought joy and happiness back again to those homes and families which to all outward appearance had been almost forlorn and destitute. Never, therefore, can we forget the great sympathy you evinced towards them, and the indefatigable zeal you displayed to bring about so glorious and successful an issue."
It may be of interest if I recall the simple facts of the Hexthorpe disaster. In consequence of the extra traffic to Doncaster Races, the M.S. & L. Company adopted the very dangerous policy of suspending the use of the block system, instead of introducing extra block signal boxes. The starting signal was off for the M.S. & L. express, in charge of Taylor and Davies, to come round the curve from the Junction Box to the ticket platform. The curve, and the bridge over the line, obstructed the driver's view of the Midland train standing at the ticket platform until he was within 359 yards. The express was only provided with Smith's simple vacuum brake, which failed to act, as it had often failed to act before, and terrible loss of life resulted. The Company, and not the driver, ought to have been indicted for manslaughter, but even after acquittal of the two men, there was difficulty in getting them re-instated.
The influx of new members noticed in the year 1887 after the Hexthorpe trial continued during 1888, and the balance sheet for that year, which also gave for the first time the branch balance sheets, said the Society was getting over the severe financial strain of last year, and we are now in a more prosperous financial and numerical strength than at any time in the Society's history. The income from all sources was £4,510 18s. 3d., and the total funds are £10,946, the gross expenditure being £2,671 7s. 10d., showing a gain of £1,838 on the year, and leaving the Society with a capital of £8,274 17s. 6d. At the beginning of the year we had over 100 members out of employment (principally late Midland employees), and their out-of-work benefits came to £299 4s. A large number found work abroad, and emigration grants cost the Society £125 10s." The superannuation benefits cost the Society £150 19s, that year, including a grant of £20 to a member knocked down by a passenger train at St. Pancras, and losing an arm. This incapacitation grant was subsequently increased to £100. The legal costs exceeded £85, chiefly involved in a recovery from the Midland Railway of compensation for the widow of Driver James Branner, killed during fog at Kentish Town shed. The jury found for £320, the amount claimed, and attributed negligence to the company, and excluded the driver from all blame. This notable award caused counsel for the company to claim the verdict, because their servant was not guilty of blame.
The year 1888 was notable, too, for the decision to issue a Society "Journal," which had been mooted several times, and which proved a complete success. It reached a circulation of 4,000 copies, and left a balance of £2 on the year for the Society's funds. Thirteen new branches were opened in the year, and 704 new members enrolled. It should be remembered that the Midland strike had lost the Society 403 members, but the close of 1888 found 2,368 members on the books, a net increase of 301. "Since that time," added the report, "our growth has been most rapid, a sure indication that our members are becoming increasingly alive to the necessity and usefulness of a trade union for locomotive workers." This report was the first issued from the new (the third) head office of the Society, 44, Park Square, and one of the auditors who signed it was Albert Fox, who was subsequently destined to figure as General Secretary.
Looking over the systems, there were wage movements under the various companies in the same year. For example, a meeting of North Eastern men held at Newcastle presented the following programme:—
For engine drivers, 5s. per day; after six months, 5s. 6d.; after one year, 5s. 9d.; third year, 6s.; fourth year, 6s. 3d.; fifth year, 6s. 6d.; sixth year, 6s. 9d.; seventh year, 7s.; express drivers, 7s. 6d. per day.
Firemen: Commence at 3s. per day; after six months, 3s. 4d.; one year, 3s. 6d.; third year, 3s. 9d.; fourth year, 4s.; fifth year, 4s. 2d.; sixth year, 4s. 4d.; seventh year, 4s. 6d.; if firing over 12 years, 4s. 9d. per day. Ten hours to constitute a day in all cases; overtime beyond ten hours at time and a quarter rate.
"Your employees desire," continued the petition, "that you will kindly consider their responsible, arduous, and dangerous duties, and that you will grant the requests contained in the above programme, and to prevent dispute we desire that printed copies of all working arrangements made between you and ourselves shall be placed by each department in a position on the Company's premises where they can be seen when required."
In the course of this history we have seen such programmes before. They were very modest, but very lightly treated by directors.
The Great Western enginemen's and firemen's movement came to the front again in 1889, for in October of that year a meeting of delegates was held at the Phœnix Inn, Totterdown, Bristol, at which Mr. H. Parfitt presided, Mr. C. Watkins being in the vice-chair, and Mr. A. Griffiths acting as secretary. The third resolution carried, the one of central importance, was:—
The charter of the Great Western men, to be backed by the deputation, was in the following terms:— "That an appeal be made to Mr. Dean, to which each man's signature be attached, asking Mr. Dean to accept a deputation of enginemen and firemen with respect to the regulation of hours and wages, and that the resolution passed at this meeting be attached."
Memorial from the Enginemen and Firemen Employed On the Great Western Railway.
(October, 1889.)
To the Honourable Board of Directors.
Gentlemen,
Your Memorialists approach you under circumstances which cause them much sincere regret. It has not been without much deliberation, individually and collectively, they have again resolved to lay before you the grievances of which they complain, trusting you will give them a favourable and early consideration. with a view to their amicable settlement. We sincerely regret that after an experience of ten years of classification, we now find ourselves more unsettled than ever. We therefore respectfully submit the following scale of hours and wages as one calculated to give satisfaction to all Enginemen and Firemen in your honourable service, and we also ask that a deputation of Enginemen and Firemen may be received to state their grievances.
Proposed Regulations.
1st.—That all Enginemen and Firemen be paid at the rate of ten hours per day. That the number of miles be limited to about 150 miles for through passenger, and 120 miles for local passenger and goods trains per day.
2nd.—That the hours of duty be reckoned from "booking on" to "booking off" duty.
3rd.—Eight hours to be taken as a shed day.
4th.—That one hour be allowed in all cases for getting an engine ready, the time to commence one hour before the engine is due to leave the shed.
5th.—All men booked on duty six times in one week to receive not less than six days pay.
6th.—That all classification of work be abolished.
7th.—Scale of wages:—
Registered Firemen: 1st Year 3s. 0d. per day. 2nd Year„ 3s. 6d. per day.„ 3rd Year„ 3s. 9d. per day.„ 4th Year„ 4s. 0d. per day.„ 5th Year„ 4s. 3d. per day.„ 6th Year„ 4s. 6d. per day.„
Enginemen: 1st Year 5s. 0d. per day. 2nd Year„ 5s. 6d. per day.„ 3rd Year„ 6s. 0d. per day.„ 4th Year„ 6s. 6d. per day.„ 5th Year„ 6s. 6d. per day.„ 6th Year„ 7s. 0d. per day.„ 7th Year„ 7s. 0d. per day.„ 8th Year„ 7s. 0d. per day.„ 9th Year„ 7s. 0d. per day.„ 10th Year„ 7s. 6d. per day.„ Turners and Shunting Enginemen to be abolished.
8th.—That promotion throughout the entire system be by seniority, except in cases of men disqualified by incapacity or misconduct.
9th.—Firemen employed as Enginemen to be paid at the rate of 5s. per day.
10th.—A premium of £10 for good conduct to be allowed at the end of the first year at 7s. per day, and annually afterwards.
11th.—The ordinary allowance for Lodgings to be at the rate of 1s. 6d. per day, but all men working Special on two home work and all exceptional cases to be allowed 2s. 6d.
12th.—That time and a half be paid for all work between midnight on Saturday and midnight on Sunday, irrespective of booking on or off duty.
13th.—Enginemen and Firemen residing in London to receive 2s. 6d. per week in addition to their ordinary pay.
14th.—Men coming on duty by order, whose services are not required through trains being stopped, to receive half a day's pay.
15th.—A top-coat to be given to each Engineman and Fireman once in two years. If a man leaves the service he shall return the last coat he receives to the company. Trusting to the justice of your Honourable Board to settle this long vexed question to the satisfaction of your Memorialists.
We beg to remain your obedient servants,
The Enginemen and Firemen.
The most satisfactory feature about it is the more dignified language in which it is couched; in that respect it showed a marked advance upon the style of "your petitioners will ever pray," etc., as used ten years earlier. The deputation, of which Mr. Parfitt was one, was received in quite a friendly manner, but it failed to pull off the programme. You shall see Mr. Parfitt's own story of these early efforts presently.
The year 1889 was one of splendid progress for the Society. The income from all sources was £5,843 9s. 11d., and the gross expenditure for the year was £3,298 7s. 5d., leaving the Society at the end of the year with a capital of £10,820. New branches had been opened at West Brompton, Doncaster. Boston, Hulme, Barnsley, Guildford, Shrewsbury, Didcot, Swindon and Taunton, and there had been a total increase of 1,232 members, "by far the largest increase gained in one year during the Society's history. We feel sure it will be eclipsed in 1890."
Let us look at once at the tenth annual report, the one for 1890, which records:" Very satisfactory progress has been made both in finance and in the numerical strength of the Society. The total income was £8,407, and expenditure for all purposes during the year has been £4,271, leaving a clear gain to the Society of £4,136, and a balance at the end of 1890 of £14,956." Sickness claims had been very severe that year, as a result of prolonged frost and fog in the winter, and some branches had to obtain advances from the general fund to meet liabilities. Out-of-work relief was granted 45 members owing to the "unfortunate" strike in South Wales, alluded to later. Commenting on this episode, the report says:
"Members should prevent as far as possible these unfortunate strikes. In most cases they only embitter the feelings of employers towards the employed. With a strong body of men like enginemen we can secure our aims without such rash measures. During the year the railway companies have made large dividends, and in some cases have made considerable concessions to their servants. Many things require remedy, like Sunday labour, guarantee of a full week, better protection from the weather when on the footplate, etc. It is to be regretted that some modern advocates of trade unions argue in favour of trade unions being used for attack and defence only. This principle was tried years ago on our railways and failed. Enginemen and firemen know full well that a trade union pure and simple will not meet all their requirements. This has been proved by the attempts made in years gone by. The founders of our Association were men of very considerable railway experience, who saw the necessity of friendly society and trade union combined. The latter offers a protection to the workman in his employment or in misfortune, while the former acts as his almoner in time of sickness and affliction. The two combined are an attraction to young men to join the Society. Whilst fulfilling those conditions the financial responsibility of the Society to these members compels the majority to move cautiously in matters affecting their labour, obtaining by diplomacy what the aggressive union attempts to secure by force. The one acts as incentive to the other, and the two combined strengthen the whole body, and create a continued interest throughout the organisation, whilst its financial stability compels moderation instead of being prompted by those who appeal to passion, irrespective of results that will follow to those directly affected."
That very nice homily of 1890 is followed by the announcement that the "Journal" circulation had reached 4,300, the membership was 5,039, and the increase of members for the year was 1,439, the record hoped for. The items of expenditure for the year included a grant of £300 towards the Scottish railway strike, and £10 10s, for a model engine and box, obtained at last.
The year covered in that report, the year 1889, was also memorable for the fact that in December, Eugene V. Debs wrote from America expressing thanks for having received emblems of honorary membership of the A.S.L.E. & F. for F. P. Sargent, Grand Master; J. J. Hannahan., Vice Grand Master, and for himself as Grand Secretary and Treasurer of the American Brotherhood of Locomotive Engineers & Firemen. "We esteem this honour highly," wrote Debs, "not only for ourselves, but for the brotherhood which we have the honour and privilege to represent. The high compliment you have conferred upon us expands indefinitely in value, because it voices the sentiments of fraternity and mutual interest, which neither oceans, mountains, lakes nor any other boundary can limit, and which I trust is preparing the mind of all thinking men to accept the dogma that 'The brotherhood of men and fatherhood of God' is something more and better than a delusion."
Exactly thirty years to the day have passed between the writing of that letter and my copying from it. In the interval Debs has suffered much, even long imprisonment, for his ideals. Wars that were the world's record for horror have been waged since then, and Governments are still preparing for future wars. Have we—you and I individually—stood by that brotherhood of man and fatherhood of God, which Debs wrote of in 1889?
A few months later Sir Daniel Gooch died, and I mention him because he was the first chief adviser to an English railway to give employees (not societies) the right of access to the board of management. He had been appointed locomotive superintendent to the Great Western Railway at the age of 21 years, having served his time in George Stephenson's works. He was chairman of the famous Great Eastern Steamship Company, which in 1865 laid 4,000 tons of cable and lost it all. The next year he sailed again on the same great ship, and on July 27th of 1866 was able to cable the message to Lord Stanley: "Perfect communication established between England and America; God grant it will be a lasting source of benefit to our country."
There, America has twice crept into our history, and I must be cautious against embracing the men of all nations into our record, for actually they do touch it. Let me now give a glimpse of a big railway undertaking in 1890. Take the London & North Western, then undoubtedly the biggest of them all, and the greatest Corporation in the world. A hundred millions of money had been spent in buying and building its 1,850 miles of line, its railway carriages, engines, and waggons. It had 45,000 employees, and its expenses were six millions per annum, with gross earnings of eleven millions. The population of Crewe and a few other places practically turned upon the L. & N.W. It had a staff of 7,000 men to build and repair its five million pounds worth of locomotives, and the Crewe workshops turned out every requisite for a railway, from a coal-scuttle to bridges and rails. It had 1,400 signal boxes, from which 16,000 signals were worked. These signals required wires enough to stretch from Liverpool to New York. The annual printing bill was £60,000, and the annual tailor's bill was £25,000. For the 55 million miles run by engines, coal was used at an average rate of 40 pounds per mile, and oil and tallow cost £70,000 a year. Its 5,000 passenger coaches would seat 164,000 passengers, and there were eleven times as many trucks as coaches to build and keep in order at the waggon works, which covered 35 acres at Earlstown, and at the carriage factory at Wolverton, covering 50 acres. To such vast dimensions had a single railway company developed by 1890.
The Society had established its benevolent fund at the Triennial Conference held at Leeds in 1889, and had appointed Mr. Shuttleworth as assistant to the secretary. Efforts were authorised to secure the amalgamation of the Locomotive Steam Engineers & Firemen's Sick Society, and similar societies at Nottingham. Burton, and Derby. At the 1886 Conference
| 18 years, and not exceeding 25 | 2s.6d. |
| 25 years,„ and not„ exceeding„ 26 | 5s. |
| 30 years,„ and not„ exceeding„ 30 | 7s.6d. |
| 35 years,„ and not„ exceeding„ 40 | 10s. |
| To Protection Fund at any age | 2s. |
The third day of this Conference continued from 9 a.m, to 11 p.m., and "afterwards" a general discussion took place on the desirability of a widows' and orphans' fund. It was brought before branches, and the Benevolent Fund of 1889 was the result. A change which was coming over the working conditions at the time was the steady abolition of the system of fines and suspensions for alleged offences. As companies discovered the men really had a strong society, and a sum of £10,000 behind them, and that unjust fines and suspension losses were paid back, the companies resorted to an alternative method of reducing rates of pay, and the 1889 Conference had to find special means of dealing with that practice. It will be noticed, too, that entrants beyond 40 years of age were not catered for. This exclusion was due to a discovery of the large-hearted error of the founders. It was possible, during the first eight years, for an elderly worker to join, to pay a matter of £1 in regular contributions for eighteen months, and then to fall back on superannuation at £13 a year. As this possibility was made use of, it endangered the solvency of the Society, and a remedy was devised as stated in 1889.
We have now passed, therefore, through the period of evolution of railways, and through the evolution of societies, but decidedly not through the evolution of decent hours, wages and conditions for the men piloting this great institution. The typical figure representative of railway life is the driver, and it is his fortune and his organised effort we will follow through the years.